Brake



P. H. PERROT BRAKE 6 Sheets-Sheet 1 Filed Aug. 6, 1947 W 3 w Z, I 0. 2 u M r m L r m .m o

Inverz/tor Paul Hem-p Pen-0i.

At tonwy Nov. 3, 1953 P. H. PERROT' I 2,657,774

BRAKE Filed Au 6, 194' 6 Sheets-Sheet 2 INVENTOR.

ATTORNEY P. H. PERROT Nov. 3, 1953 BRAKE 6 Sheets-Sheet 5 Filed Aug. 6, 1947 INVENTOR. I301. H. P518201- ATTORNEY P. H. PERROT BRAKE 6 Sheets-Sheet 4 Filed Aug. 6, 1947 f 2 D 8 6 r A 7 5 nfi [w 1 9 o A 1 m1 9 .w

a 4 2 Z 2 M 2 v 43, u u mnl /m 0 I E? /AV////// I IVLVlLiO Paul HeizrfiPerrofl.

VII 8 Attor/zey P. H. PERROT Nov. 3, 1953 BRAKE Filed Aug. 6. 1947 6 Sheets-Sheet 5 Invanior Paul Helzrp' P errot.

Ai'l'orrcey Nov. 3, 1953 P. H. PERROT 2,657,774

BRAKE Filed Aug. 6, 1947 6 Sheets-Sheet 6 I nvemtor Attorney U Paul Henrp'Pel-rot.

Patented Nov. 3, 1953 BRAKE Paul Henri Perrot, Paris, France, assignor to Bendix Aviation Corporation, New York, N. Y.

Application August 6, 1947, Serial No. 766,518 In France April 16, 1946 Section 1, Public Law 690, August 8, 1946 Patent expires April 16, 1966 6 Claims.

The present invention relates to brakes and has as a fundamental object to provide a braking system which will apportion the braking retardation between the front and rear wheels in such a manner that the wheels which receive the greatest portion of the load will receive the greatest braking effort.

If on considers a given vehicle, one ascertains that the wheels and the axles are subjected to variations of two kinds:

(a) The static variations caused by the variation of the load of the Vehicle during its utilization;

(1)) The dynamic variations resulting from the variation of the distribution of load on the axles and the wheels due to deceleration during brakins.

To these load variations on each Wheel or on each axle correspond optimum braking limits and for a same wheel or a sam axle of the vehicle, each braking, taking place in definite load and deceleration conditions, requires a maximum braking moment corresponding to these braking conditions and variable with them. The braking systems built up to the present do not enable the achievement of this result, sinc for each axle they realize a sole maximum braking moment which is invariable, whatever he the braking conditions. Also, some constructions tending to realize a braking, taking into consideration the load displacement during the deceleration, do not enable the achievement of this object, since they fix a priori the variation of the braking moment during the braking period, a variation which may be quite different from that vhich is actually required by the braking conditions and also since they do not take into consideration the variations of the useful load of the vehicles.

One object of the invention is to enable the application to each wheel or to each axle of the vehicle a maximum optimum braking moment, corresponding to the braking conditions, from the point of view of load as well as from that of deceleration and varying with them. In this way, for any braking, whatever be the load of the vehicle and the distribution of this load on the wheels or the axles; it will be possible to apply to thes wheels or axles a maximum braking moment so that the vehicle wheels will be prevented from skidding, i. e. without the wheels getting locked. Under any braking conditions will thus be attained, for each wheel or for each axle, a braking effort which is equal and opposite to the adherence force for the maximum braking, this result being automatically realized in direct relation to the conditions of the braking.

Another object of the invention is to measure in a constant way the load carried by the wheels or the axles and to transmit their variations to a hydraulic or a hydro-mechanical device which is also subjected to the action of an opposing spring equalizing these loads A further object of the invention is to provide a braking system in which the equalization of the loads carried by the wheels axles on the one hand and the resistance opposed by an opposing spring on the other hand determines the position of a control member adapted to limit either the maximum stroke of the hydraulic operating pistons or the displacement of the operating cable, in such a manner that, as a result, the maximum stroke of the members controlling, in operation, the application of the brake shoes and consequently the pressure applied by these brake shoes, is constantly graduated in proportion to the load carried by the axle or the wheel and varying therewith, this proportion being such (determined and obtained by'calculation and design of the members of the system in question) that the applied brakingflmoment is at any instant the optimum braking moment.

Other objects will appear from the following specification taken in connection with the accompanying drawings in which:

Figure l is a diagram of the variations of the braking moments for a useful load of the given vehicle;

Figure 2 is a diagrammatical view of a hydraulic braking system in which the braking moment is adapted to vary for each wheel;

Figure 3 is a diagrammatical view of a hydraulic braking system in which the braking moment is adapted to vary for each axle;

Figure 4 shows the general layout of a mechanical braking system in which the braking moment is adapted to vary for each wheel;

Figure 5 shows a general layout of a mechanical braking system in which the braking moment is adapted to vary for each axle;

Figur 6 is an end view partially in section of a control means for a hydraulically operated braking system; 4

Figures 7' and 8 are sections of the control means shown on Figure 6 sections taken according to the lines VII-VII and VIII-VIII of the said figure;

Figure 9 is similar toFigure 6 and is an end view of a control means for a mechanically operated braking system Figures 10 and 11 show sections of the control means of Figure 9 according to line XX and XI-XI of said figure;

Figure 12 is a view partially in section of a measure cylinder forming part of a practical embodiment of a hydraulically or mechanically operated braking system;

Figure 13 is a section of the device of Figure 12 taken according to line XIII-XIII of said figure;

Figure 14 is a section of the device of Figure 12, taken according to line XIVXIV.

The advantages of the present invention appear from Figure 1 where the ordinate represents braking torque and the abscissa represents useful vehicle loads from zero to maximum showing the variation of the braking moments I -6 according to the variation of the loads actually carried by the axles upon braking to realize the above dcfined optimum braking, as a function of the deceleration. The ideal curve 4 shows the variation of the front braking moment when using the present invention for the maximum useful load of the vehicle, and the ideal curve 6 shows the same variation for the useful load of the vehicle equal to zero. Similarly the ideal curve 3 shows the variation of the rear braking moment for the maximum useful load of the vehicle, and the ideal curve shows the same variation for the useful load of the vehicle equal to zero. On the other hand, the straight line I shows the variation of the front braking moment obtained with the conventional braking systems not provided with the device embodying my invention, and the straight line 2 shows the same variation but of the rear braking moment.

For each axle (front and rear) there exists for each useful load of the vehicle a curve similar to curves 4 and 6 and 3 and 5, all said curves being comprised for each axle between the curves 4 and 8, and 3 and 5, corresponding to the two limits of the useful load of the vehicle.

The spacing of the curves and of the straight lines on the same ordinate for the front axle and the rear axle, represents the difference between the applied braking moment and the braking moment actually necessary, upon use of conventional braking systems not provided with means embodying by invention.

The invention enables the building up of the optimum braking moment corresponding at each moment to the real load supported by each wheel or each axle so as to realize actual braking curves corresponding to the families of curves 4 and 6 and 3 and 5 instead of obtaining, as with the conventional braking systems, in an invariable way the straight lines I and 2. This method of braking enables the realization of a braking moment, the figurative point of which will always be on the optimum braking curve of the respective axle or wheel, for the useful load of the given vehicle.

Figures 2 and 3 show a general layout of a hydraulically operated braking system and its relation to the other conventional brake members or to the members intervening in the operation of my novel system. Figure 2 shows a. mechanism in which the braking moment is controlled for each wheel, while Figure 3 shows a mechanism in which the braking moment is controlled for each axle.

In this system, the four wheel brakes 3| are controlled by wheel cylinders 'I which are connected to the general brake line 8 through the intermediary of branch conduit 9 and of the control means 6. The general brake line 3 ends at the master cylinder 28 actuated by the brake pedal 3I. On the other hand, the control means 6 is connected to a measure cylinder I by conduit 3. This measure is placed between the axle or the half-axle II and the corresponding suspension spring III or in a more general manner between a member connected to the wheel or the axle and any adjacent member connected to the frame or the body of the vehicle.

It is to be noted that this system comprises, in addition to the conventional brake members, a measure cylinder I for each wheel and a control means 6 for each wheel or axle.

Each measure cylinder (Figure 12) comprises a piston I 3 secured to a vehicle suspension spring III or generally speaking to a suspended member of the vehicle III by rods 42. The axle or half axle I I carries a cylinder casing 33. At the lower end of the cylinder 33 is located a nipple of the conduit 3 connecting the measure cylinder I to the control means 6. On Figure 12 the suspension spring I0 is shown as passing below the axle or half axle II which is very frequent on commercial vehicles. Sometimes a reverse arrangement can be used. The operation is similar in both cases. In this manner the transmission of the load exerted by the suspended part onto the non-suspended part of the vehicle is transmitted through the intermediary of the measure cylinder unit subjected to the variations of the load onto the respective wheel.

The control means (Figures 6, '7 and 8) comprises a control cylinder 2, a pressure reducing means 4, a transmission cylinder 5 and a shutoff member 32.

The measure cylinder I is connected to the control means 6 and more particularly to the control cylinder 2 by the conduit 3. In the control cy1inder 2 reciprocates a piston I4. The space comprises between the measure cylinder I, the control cylinder 2 and their respective pistons I3 and I4 and the conduit 3 is filled with operating fluid in such a manner that the displacements of the two pistons within the cylinders are interconnected with each other.

The rear face of the piston I4 formed by a head 34 is subjected to the action of a spring I3 taking support on a fixed member 35, which is generally secured to the frame or a fixed part of the vehicle. The position of the two pistons I3 and I4 depends on the equilibrium of the following forces: action of the spring It on the piston I4 and action of the loads transmitted to the piston I3, in such a manner that the position of the piston I4 is a function of the load transmitted to the piston I3, i. e. of the load carried by the axle or the wheel.

The displacement of the piston I4 is limited inthe direction opposite to that of arrow F by abutment of the head 34 connected to piston I4 with the casing of the pressure reducing means (Figure 8) or with the bolts 61. The piston I4 is extended on its front face 36 by a rod I5 integrally made therewith. This rod limits the displacement of the piston IS in the direction of the arrow F.

The pressure reducing means comprises two cylinders I1 and I8 of different diameters located either along the same axis or not and in which are mounted pistons I3 and 20. The space comprised between these two cylinders I1 and I8 and limited by pistons I9 and 20 is filled with fluid, in such a way that displacements of the two pistons are interconnected and are in inverse ratio of the surfaces of these pistons; As set forth above, the displacement of the piston I9 is limited by the rod [5 upon displacement in the direction of arrow F. On the other hand, a rod 23 extends from the piston 2!! and is made integrally therewith. This rod limits the displacement of the piston in the direction of arrow F. When the piston i4 reaches the position corresponding to the end of its stroke, in the direction opposite to arrow F, the two pistons l9 and 2d are also at the end of their stroke.

A third cylinder 2?. which can be integrally made with the pressure reducing means 4 or connected thereto by a conduit is provided with a piston 23, on the face 38 of which acts the operating fluid of the pressure reducing means 4 and on the face 39 of which acts a spring 24. The piston 23 controls through the intermediary of a lever 25 the progressive closing of a shut off device 33, controlling the admission of fluid from the general brake line 8 into the transmission cylinder 5.

A spring 69 operating as a return spring acts onto the rear face of the piston 20. The transmission cylinder 5 is divided into two chambers ill and M by means of a movable piston 27. The front chamber A! is connected to the general brake line 8 through the intermediary of a needle 26 forming part of the shut off device 32, the control of which has been described before. When the shut off needle 26 is open, the front chamber ll is subjected without restriction to the pressure variations and the displacements of fluid in the general brake line 8 resulting from the aotuation of the brake pedal 3! by the vehicles driver. ing of the shut-off needle 25 limits the integral transmission of the variations of pressure and displacements of fluid. The rear chamber Ml is in constant connection, through the intermediary of the conduit s, with wheel cylinder or cylinders l. The piston 2'! transmits the displacements of fluid and variations of pressure from the front chamber 4| to the rear chamber Mi. Wheel cylinders i, conduit 8 and rear chamber on the one hand, front chamber dl and the general brake line 8 connected to the master cylinder 28 on the other hand are filled with conventional fluid used for hydraulically actuated brakes.

During running of the vehicle, each wheel car ries a more or less constant load and the position of the pistons l3, 14, I9, 20 and 21 and the control rods i5 and 2! is substantially invariable.

Light shocks are absorbed by the hydraulic inertia of the system and violent shocks have to be assimilated to a dynamic variation of the loads on the axles or the wheels, necessitating the setting into operation of the present device which eiiectively takes place, as indicated above.

Upon a variation of the load on each wheel or each axle due either to a variation of the useful load or to a dynamic variation of the distribution of the loads during a deceleration, the positions of pistons It and I4 in the cylinders 2 and 33 will be altered as follows:

Take, for example, a reduction of load on a wheel or axle in question. The piston I3 is sub- ,iected to a decrease of load transmitted to the piston M by the operating fluid. This load decrease is transmitted. to the spring I B which then talres an axial expansion of n millimeters. This displacement is followed by piston l4 and conse uently by rod 55 under the action of the spring. The piston it also shifts for a length which is a function of the ratio of the sections of the two cylinders 2 and I. The rod 15 will have, first,

On the contrary, the progressive closa free stroke, then will contact piston IQ of the pressure reducing means 4 which it will push till the equilibrium of forces on the pistons l3 and I4 causes an equilibrium of the Whole system.

On the other hand, suppose that at this moment the driver actuates the brake pedal 3|. The master cylinder 28 transmits to the transmission cylinder 5 the application force. The piston 21' is subjected freely to the displacements of fluid and pressure variations which are thus produced and transmits them to the wheel cylinders 1. The stroke is free at first, then, from a certain stroke depending upon the braking conditions, the piston 21 meets the rod 21 which it pushes in the direction of arrow F as well as the piston 2t connected to the rod 2 I.

The movements of the two pistons l9 and 20 thus described can take place simultaneously or separately, according to the braking conditions. From a certain moment depending on the brak ing conditions, the relative movement of the two pistons l9 and 2c in the pressure reducing means 4 will. compress the operating fluid, in such a manner that this pressure, transmitted by the piston 23, will cause the progressive and proportional compression of the spring 24, which will result in the progressive and proportional closing of the shut-off needle 26. At this moment, pressure increase exerted in the master cylinder 28 cannot be integrally transmitted to the wheel cylinders 1 and the sizes of the elements are selected in such a manner that the pressure which is thus transmitted to the cylinders I generates such a braking moment that is equal to the theoretical maximum optimum braking moment corresponding to the load on the axle or on the wheel in question.

If, at that time, a load increase on a respective axle or wheel takes place, the piston l3 transmits this load increase to the piston it, through the operating fluid, and the spring it is then subjected to a compression of n millimeters. The piston Hi and the rod iii are likewis subjected to a displacement of 12 millimeters in the direction of the arrow. The piston is isalso subjected to a displacement as a function of the ratio of the cylinder sections 2 and The rod it having receded by n millimeters, the piston I9 has a free stroke in the direction of the arrow F.

As it is subjected, on the other hand, to the action of the fluid or of the pressure reducing means i, and through its intermediary, of the spring 24, the piston is then recedes in the direction of the arrow F which permits the fluid of the pressure reducing means A and the spring 24 to expand. The expansion of the spring 2% then controls a corresponding opening of the shut-off needle 25 which is never completely closed to permit constant fluid communication between line 8 and one or piston 2?. If the pressure on the brake pedal .3! continues, the piston 22? tends to move in the sense of the arrow F pushing the rod 2i, so as to equalize the pressures fore and aft of the piston 2?. The piston 21 thus pushes the rod 21 till this equilibrium is attained or till this receding of the piston 2? in the cylinder It causes a pressure increase in the pressure reducing means providing the pro gressive closing of the shut-off needle 26 as set forth above.

If the pressure on the brake pedal 3! is removed, the pressure in the chamber as will become higher than that of the chamber ll. The piston 27 will recede in the direction opposite of the arrow F, which will have for result the receding in the same direction of the T06 2| and of the piston 20. The spacing of the piston with respect to the piston |-9 enables the expansion of fluid of the pressure reducing means 4 and of the sprin 24. The expansion of the spring 24 then causes a corresponding opening of the shut-off needle 26 till its complete opening, which enables a normal flow of fluid from the chamber 4| into the line 8, like at end of ordinary braking.

It is to be noted that the expansion of the spring and the drop of pressure of the liquid in the pressure reducing means 4 controlling the opening of the shut-off needle are always due to the fact that one or the other of the two pistons I9 and 29 are no more subjected to constraint on the side opposite to the fluid and are free to move under the effort exerted by the pressure of the fluid. If desired, a by-pass orifice may be used between valve 26 and its seat to prevent absolute fluid closure of this valve.

It has been pointed out that the strokes of the pistons l4 and iii are limited in the direction opposite to the arrow F, this limit corresponding to a predetermined load, carried by the wheel or the axle. Thus the stroke of the rod 2| is also limited in the direction opposite of arrow F till a distance corresponding to this predetermined load. The stroke of the rod 2| is purposely made shorter than the total possible stroke of the piston 21, so that the piston 21 always has a beginning of free stroke in the direction of the arrow. Only after having freely covered the distance k, can the piston eventually meet the rod 2|, i. c. it is only from a certain predetermined load that the device can come into action.

Thus the device embodyin the invention only comes into action from the predetermined load, and before this moment, the operation takes place as if such load did not exist, and the present invention intervenes only when the predetermined load is attained on the axle or on the wheel.

The invention can also be applied to a mechanically operated braking system. On Figures 4 and 5 is shown the general layout of the mechanical braking system and its relation to the other conventional brake members, or other members intervening in the operation of the device. Figure 4 shows a system in which the braking moment is adjusted on each wheel, while Figure 5 relates to a system in which the braking moment is adjusted for each axle. On these figures are shown the four wheel brakes provided with their operating levers 49 connected to the brake pedal 3| by a system of cables and by an equalizing means 58, 53 and 54, by the control means 6 and by the operating cable 50. The control means 6 is connected to the measure cylinder by the conduit 3. This measure cylinder is located between the axle or the half-axle II and the corresponding suspension spring "I, or in a more general manner in cooperation with any member connected to the frame or to the body of the vehicle and any other adjacent member connected to the wheel or to the axle.

It is to be noted that this system comprises, in addition to the usual braking members, a measure cylinder for each wheel and a control means 6 and its lever system 53 and 54 for each wheel axle.

As set forth previously, the displacement of the piston I9 (Figures 9 to 11) is limited on its stroke by the rod l5. The spring 69 acts onto the rear face of the piston 20 to realize within the system such a state of equilibrium that the pistons l9 and 20 are always in the position corresponding to that of piston l3, i. e. corresponding to the load supported by the respective axle or wheel. This result is obtained due to the fact that under the action of the spring 65, the piston 20 and the piston I9 connected thereto are pushed into the direction of the arrow F until the piston I9 is in contact with the control rod I5. In certain cases, the interposition of the pressure reducing means is not necessary, and the rod I5 is simply extended by th rod 2| without interposition of any intermediary device.

The rod 2| is provided at its end with two fork members 43 between which extends a lever 55. The fork ends 54 are connected by a pin 51 around which pivots the lever 56. The pin 51 has no fixed position with respect to the lever 56,- this position depends on the whole equilibrium of the system described above, as it can move freely in the slot 55 formed in the lever 55. One of the ends 52 of the lever 55 is connected to the brake cable 50 leading to the brake pedal 3|. The other end 59 of the lever 58 controls through the intermediary of a connecting bar 58 (Figures 4 and 5) an equalizing bar 53 pivoted on a fixed pin 5| and the ends 54a of which, free from connection with the lever 56, are connected to the brake cable 49 leading to the brake 30. The system of lever 56 and of the equalizing bar 53 is such that the force applied to the brake pedal 3| is transmitted by the cable 58 in a variable way, according to the position of the pin 51 in the slot 55 of lever 56, depending upon the ratio of the lengths of the two arms of the lever 56 on either side of the pin 51.

Two shields 62 and 63 guide the bar 43 and lever 55 in their plane of rotation.

This embodiment operates in a manner similar to that described above.

It will be assumed that a decrease of load on the respective wheel or axle takes place. The piston I3 is subjected to a load decrease which is transmitted to the piston [4 by the operating fluid. This load decrease is transmitted to the spring l6 which then takes an axial expansion of n millimeters, this expansion being followed by a corresponding displacement of the piston M and consequently of the rod l5, in the direction opposite to the arrow F. The rod l5 pushes the piston H which, through the intermediary of the operating fluid, pushes piston 20, which, then slightly compresses the return spring 69.

The rod 2| and the fork 43 are then moved in the same direction as the piston 20. The pin 51 is displaced for the same distance as the piston 20 within the slot 55 of the lever 56. The axis of rotation of the lever 56 then varies in function of the load carried by the wheel or the axle.

On the other hand, if during this time, an effort is applied by the driver to the brake pedal 3|, the two levers 56 and 53 transmit this effort to the brake through the intermediary of cables 50 and 49. The displacement of the pin 51, displacing the center of rotation of said lever 55 causes a change in the lengths of the arms of the lever 55. It results therefrom that, for the same effort applied to the pedal 3|, 1. e. for a same tension exerted on the cable 50, one will obtain a different tension 0 ncable 49, consequently a different braking. For example, if the load on the axle in question increases, the pistons l4 and 20 and rods I5 and 2| recede in the direction of arrow F, and the pin 51, forming the axis of rotation of the lever 56, effects the same movement. In this manner, the length of the lever arm adjacent the cable 50 decreases and the length of the lever arm transmitting the movement to lever 53, increases. Under these conditions, for the same displacement of the brake cable 50 connected to the brake pedal 3|, i. e. for the same efiort on said pedal 3|, the displacement of the brake cable 49 leading to the brake will be more important. The ratio of these displacements will be equal to the ratio of the two lever arms 56 and the obtained braking will vary as a function of the relative variations of the two arms of the lever 56, i. e. as a function of the position of the pin 51. In this manner, there will be realized a braking, variable with the position of the axis of rotation 51 of the lever 56, a position depending on the load carried by the axle or by the wheel, and the variation of the braking will correspond to the displacement of the axis of rotation 51 of the lever 56, i. e. to the load variations on the wheel or on the axle, the elements of the control means being calculated and measured in such a manner that the braking moment thus obtained is at any instant the optimum braking moment.

It has been pointed out that the stroke of piston [4 was limited in the direction opposite to arrow F, which also limits the stroke of piston 20, since a return spring 69 interconnects the displacements of the two pistons 14 and 20. This limit corresponds to the so called critical load, carried by the wheel of the axle. In this way, the stroke of the rod 2| is equally limited in the direction opposite to the arrow F till a point corresponding to this critical load. In consequence, the possible displacement of the axis of rotation 57 of the lever 56 is limited and only starts from the critical load. Thus, until this critical load is attained, the braking obtained for the same action on the pedal is constant, whatever be the load carried by the wheel on the axle.

Upon release of the pedal, the braking action is also released, since if the position of the axis of rotation of the lever 56 controls the braking intensity, it has no more action when the braking stops, and everything then takes place as in a conventional braking system.

Although only a limited number of embodiments have been illustrated and described, it is to be expressly understood that the invention is not limited thereto. Various changes in the design and arrangement of parts illustrated will now be apparent to those skilled in the art and may be made without departing from the spirit and scope of the invention. For a definition of the limits of the invention reference is had primarily to the appended claims.

What I claim is:

1. In a vehicle braking system having front brakes, the combination of a hydraulic master cylinder operatively connected to said brakes,

vehicle load responsive means controlling the distribution of the braking moment between the front and rear brakes, a closed hydraulic system constituting a pressure reducing means arranged between the load responsive means and the applying means, and means actuated by said said last mentioned means including two pistons of different diameter, one of said pistons being operatively connected to the brake applying means and the other to the load responsive means.

3. For a vehicle braking system having at least one fluid pressure operated brake, applying means adapted to be operatively connected to the brake, vehicle load responsive means arranged to develop a fluid pressure proportional to the vehicle load imparted thereto, and a pressure reducing device constituted by a closed hydraulic system operatively connected to both said load responsive means and said brake applying means to impart a brake applying pressure proportional to that of said load responsive means.

4. For use in a vehicle braking system, a master cylinder, a vehicle load responsive means, a brake applying means, a pressure reducing valve device constituted by a closed hydraulic system operatively connected on one side to said load responsive means and on the other side to said brake applying means and containing therebetween means for selectively imparting communication of master cylinder generated pressure to actuate said brakes, said communication of master cylinder pressure being regulated by said closed hydraulic system under the influence of the pressure responsive means and the master cylinder pressure.

5. For use in a vehicle braking system, a master cylinder, a load responsive means, a brake applying means, a pressure reducing means conclosed hydraulic systems to vary the rate of fluid sisting of a closed hydraulic system having operative connection with said load responsive means and said brake applying means and containing therebetween means for selectively imparting communication of master cylinder pressure to said brake applying means in proportion to the pressure generated by said load responsive means.

6. In a vehicle braking system having front and rear brakes the combination of a hydraulic master cylinder operatively connected to the said brakes, means responsive to the vehicle load applied to a wheel, a pressure reducing means constituted by a closed hydraulic system and actuated by said load responsive means and said master cylinder pressure to directly control the rate of fluid delivery from the master cylinder to a respective brake.

PAUL HENRI PERROT.

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